Automatic Brake Backup Control System and Method

ABSTRACT

Disclosed is an automatic brake backup control system and method for a train equipped with an electronic airbrake system and including at least one locomotive, a brake pipe, a source of control pressure, and at least one brake. The system includes a pneumatic operating unit that includes a brake pipe control portion. The brake pipe control portion includes a primary passage network, a control passage network, and an equalizing reservoir control chamber configured to control air pressure of the brake pipe. The brake pipe control portion also includes a first and second electronically controlled charge valve, and a first and second electronically controlled vent valve. The brake pipe control portion further includes an operating state control configured to switch operation of the at least one locomotive between a normal operation mode and a backup operation mode in response to an input by an operator.

BACKGROUND OF THE INVENTION Field of the Invention

Disclosed embodiments relate generally to electronic airbrake systems,and in particular to an automatic brake backup control system for use inconnection with locomotives when a primary brake control system fails.

Description of Related Art

For over the last century, trains have employed pneumatic brakingsystems to control the movement of railcars and locomotives. Railcarbrake application or release is typically configured to respond tochanges in brake pipe pressure, the brake pipe being a long continuouspipe that runs from the lead locomotive to the last railcar. When thebrakes of the train are to be applied, pneumatic control valves reducethe brake pipe pressure, and the individual brakes at each railcar areapplied in response. When the brakes of the train are to be released,pneumatic control valves increase brake pipe pressure, and theindividual brakes at each railcar are released in response. Thepneumatic control valves for controlling the pressure of the brake pipemay be housed in a control unit, which may receive electronic controlinput from a locomotive operator. A more complete description of anelectronic airbrake system and controls is provided in U.S. Pat. No.6,017,098, which is incorporated herein by reference in its entirety.

If the electronically controlled valves operating the pneumatic valvesfail, a train may still be brought to a stop through emergency brakeapplication. Emergency vent valves are configured to rapidly reduce airpressure in the brake pipe to trigger application of the train's brakes.However, failure of the electronically controlled valves prevents normaloperation of the train and may prevent the train from effectivelycontinuing until it can be serviced and repaired. Furthermore, currentfailsafe systems do not allow a train operator to continue operating thelocomotive under the default brake application and release functions.There is a need in the art for a system that allows a train to operatewith the default brake functionality, even after failure of one or moreprimary electronically controlled valves.

SUMMARY OF THE INVENTION

Generally, provided is a system and method for automatic brake backupcontrol for a train equipped with an electronic airbrake (“EAB”) system.Preferably, the system includes a pneumatic operating unit that includesa brake pipe control portion. Preferably, the brake pipe control portionincludes a primary passage network, a control passage network, and anequalizing reservoir control chamber configured to control air pressureof the brake pipe. Preferably, the brake pipe control portion alsoincludes a first and second electronically controlled charge valve, anda first and second electronically controlled vent valve. Preferably, thebrake pipe control portion further includes an operating state controlconfigured to switch operation of the at least one locomotive between anormal operation mode and a backup operation mode in response to aninput by an operator.

According to one preferred and non-limiting embodiment or aspect,provided is an automatic brake backup control system for a trainequipped with an EAB system and including at least one locomotive, abrake pipe, a source of control pressure, and at least one brake. Thesystem includes a pneumatic operating unit including a brake pipecontrol portion. The brake pipe control portion includes a primarypassage network configured to interconnect the brake pipe to at leastone pneumatic charging valve and at least one pneumatic venting valve.The brake pipe control portion also includes a control passage networkconfigured to interconnect the source of control pressure to at leastone electronically controlled valve, the source of control pressureconfigured to cause operation of the at least one pneumatic chargingvalve and the at least one pneumatic venting valve. The brake pipecontrol portion further includes an equalizing reservoir control chamberconfigured to control air pressure of the brake pipe. The brake pipecontrol portion further includes a first electronically controlledcharge valve of the at least one electronically controlled valveincluding an input configured to be connected to the source of controlpressure and an output connected to the equalizing reservoir controlchamber, the first electronically controlled charge valve configured to:in a first state, permit air flow into the equalizing reservoir controlchamber; and, in a second state, prevent air flow into the equalizingreservoir control chamber. The brake pipe control portion furtherincludes a first electronically controlled vent valve of the at leastone electronically controlled valve including an input connected to theequalizing reservoir control chamber and an exhaust port connected toatmosphere, the first electronically controlled vent valve configuredto: in a first state, prevent air flow out of the equalizing reservoircontrol chamber; and, in a second state, permit air flow out of theequalizing reservoir control chamber and vent air to atmosphere. Thebrake pipe control portion further includes a second electronicallycontrolled charge valve of the at least one electronically controlledvalve including an input connected to the source of control pressure andan output connected to the equalizing reservoir control chamber. Thebrake pipe control portion further includes a second electronicallycontrolled vent valve of the at least one electronically controlledvalve including an input connected to the equalizing reservoir controlchamber and an exhaust port open to atmosphere. The brake pipe controlportion further includes an operating state control configured to switchoperation of the at least one locomotive between a normal operationmode, wherein the first electronically controlled charge valve and thefirst electronically controlled vent valve are enabled, and a backupoperation mode, wherein the second electronically controlled chargevalve and the second electronically controlled vent valve are enabled,in response to an input by an operator of the at least one locomotive.

In further preferred and non-limiting embodiments or aspects, the secondelectronically controlled charge valve may include an output connectedto a shared passage that connects to a movable pneumatic valve that isconnected to the equalizing reservoir control chamber. The secondelectronically controlled vent valve may include an input connected tothe shared passage, and the first electronically controlled vent valvemay include an exhaust port connected to the movable pneumatic valve andconfigured to vent to atmosphere through the movable pneumatic valve.Further, the at least one pneumatic charging valve and the at least onepneumatic venting valve may be at least partially housed in the brakepipe control portion. The equalizing reservoir control chamber may beconnected to an auxiliary passage that is connected to an output of themovable pneumatic valve. The movable pneumatic valve may be configuredto move between two positions, including: a first position and a secondposition. The first position may be representative of the normaloperation mode, in which a connection between the first electronicallycontrolled vent valve and the movable pneumatic valve is open, theshared passage is blocked at an input of the movable pneumatic valve,and the auxiliary passage is blocked at an output of the movablepneumatic valve. The second position may be representative of the backupoperation mode, in which the connection between the first electronicallycontrolled vent valve and the movable pneumatic valve is blocked and theshared passage is connected to the auxiliary passage from the input tothe output of the movable pneumatic valve.

In further preferred and non-limiting embodiments or aspects, thepneumatic operating unit may further include a brake cylinder controlportion configured to control pressure in a brake cylinder of the atleast one brake, a brake cylinder equalizing portion configured tocontrol operation of a brake cylinder equalizing pipe, a power supplyunit configured to provide power for operation of the at least oneelectronically controlled valve, and a control valve portion configuredto provide pneumatic backup brake cylinder control in response tochanges in brake pipe pressure. The system may further include at leastone controller unit positioned in or associated with a cab of the atleast one locomotive, the at least one controller unit including anindependent brake controller. The independent brake controller may beconfigured to generate control signals representative of the followingstates: a vent state, indicative of an increasing level of brakeapplication; a lap state, indicative of a constant level of brakeapplication; and a charge state, indicative of a decreasing level ofbrake application. The at least one locomotive may include a dual cablocomotive including a first cab with a first controller unit of the atleast one controller unit and a second cab with a second controller unitof the at least one controller unit, and the power supply unit mayinclude a backup control selector configured to switch control of thesystem between the first controller unit and the second controller unit.A first controller unit of the at least one controller unit and a secondcontroller unit of the at least one controller unit may be positioned onor associated with a same console of the at least one locomotive, andthe power supply unit may include a backup control selector configuredto switch control of the system between the first controller unit andthe second controller unit. Further, a vent state control signal may beconfigured to open the second electronically controlled vent valve andclose the second electronically controlled charge valve, a lap statecontrol signal may be configured to close the second electronicallycontrolled vent valve and the second electronically controlled chargevalve, and a charge state control signal may be configured to close thesecond electronically controlled vent valve and open the secondelectronically controlled charge valve.

In further preferred and non-limiting embodiments or aspects, the secondelectronically controlled vent valve may be configured to, when in afirst state, prevent the equalizing reservoir control chamber fromventing to atmosphere, which prevents the brake pipe from venting toatmosphere. The second electronically controlled vent valve may beconfigured to, when in a second state, cause the equalizing reservoircontrol chamber to vent to atmosphere, which causes the brake pipe tovent to atmosphere, which triggers an increase in air pressure in abrake cylinder of the at least one brake. The second electronicallycontrolled charge valve may be configured to, when in a first state,connect the source of control pressure to the equalizing reservoircontrol chamber, which causes the brake pipe to increase in airpressure, which triggers a decrease in air pressure in a brake cylinderof the at least one brake. The second electronically controlled chargevalve may be configured to, when in a second state, block the source ofcontrol pressure from being connected to the equalizing reservoircontrol chamber.

In further preferred and non-limiting embodiments or aspects, theoperating state control, in the backup operation mode, may be configuredto: remove computer brake control of the brake pipe control portion;activate operation of an independent brake controller; enable operationof the second electronically controlled charge valve and the secondelectronically controlled vent valve; and communicate to at least oneprocessor that the at least one locomotive is operating in the backupoperation mode. Further, the operating state control may include themovable pneumatic valve. The brake pipe control portion may furtherinclude a regulator reducing valve configured to be connected to thesource of control pressure and reduce pass-through air pressure from aninput to an output of the regulator reducing valve. An input of theregulator reducing valve may be connected to the source of controlpressure, and an output of the regulator reducing valve may be connectedto an input of the second electronically controlled charge valve.

According to one preferred and non-limiting embodiment or aspect,provided is an automatic brake backup control method for a trainequipped with an EAB system and including at least one locomotive, atleast one controller unit, a brake pipe, a source of control pressure, abrake pipe control portion including an equalizing reservoir controlchamber for controlling air pressure of the brake pipe, and at least onebrake. The method includes receiving a control input from an operator ofthe at least one locomotive, the control input switching an operatingstate of the at least one locomotive from a normal operation mode to abackup operation mode. The method also includes removing computer brakecontrol of the brake pipe control portion and activating operation of anindependent brake controller of the at least one controller unit. Theindependent brake controller is configured to generate control signalsrepresentative of one of the following states: vent, lap, and charge.The method also includes disabling operation of a pneumatic exhaustconnection of a first electronically controlled vent valve configured tovent air from the equalizing reservoir control chamber. The methodfurther includes enabling operation of backup equalizing reservoircontrol valves. The backup valves include a second electronicallycontrolled charge valve and a second electronically controlled ventvalve. The method further includes communicating to at least oneprocessor that the at least one locomotive is operating in the backupoperation mode.

In further preferred and non-limiting embodiments or aspects, the methodmay include receiving a vent control signal from the independent brakecontroller. The method may also include, in response to receiving thevent control signal, opening the second electronically controlled ventvalve, causing the equalizing reservoir control chamber to vent toatmosphere, causing the brake pipe to vent to atmosphere, and triggeringan increase in air pressure in a brake cylinder of the at least onebrake. The method may further include, in response to receiving the ventcontrol signal, closing the second electronically controlled chargevalve, blocking the source of control pressure from being connected tothe equalizing reservoir control chamber.

In further preferred and non-limiting embodiments or aspects, the methodmay include receiving a lap control signal from the independent brakecontroller. The method may also include, in response to receiving thelap control signal, closing the second electronically controlled ventvalve, preventing the equalizing reservoir control chamber from ventingto atmosphere, preventing the brake pipe from venting to atmosphere. Themethod may further include, in response to receiving the lap controlsignal, closing the second electronically controlled charge valve,blocking the source of control pressure from being connected to theequalizing reservoir control chamber.

In further preferred and non-limiting embodiments or aspects, the methodmay include receiving a charge control signal from the independent brakecontroller. The method may also include, in response to receiving thecharge control signal, closing the second electronically controlled ventvalve, preventing the equalizing reservoir control chamber from ventingto atmosphere, and preventing the brake pipe from venting to atmosphere.The method may further include, in response to receiving the chargecontrol signal, opening the second electronically controlled chargevalve, connecting the source of control pressure to the equalizingreservoir control chamber, causing the brake pipe to increase in airpressure, and triggering a decrease in air pressure in a brake cylinderof the at least one brake.

According to a preferred and non-limiting embodiment or aspect, providedis an automatic brake backup control system for a train equipped with anEAB system and including at least one locomotive, a brake pipe, a sourceof control pressure, and at least one brake. The system may include atleast one handle controller unit positioned in or associated with a cabof the at least one locomotive. The at least one handle controller unitmay include an independent brake controller including a handle andconfigured to generate control signals based at least partially on aposition of the handle, the control signals being representative of oneof the following states: vent, lap, and charge. The system may include apneumatic operating unit positioned in or associated with a brakemanifold of the at least one locomotive. The pneumatic operating unitmay include a brake pipe control portion, a brake cylinder controlportion, a brake cylinder equalizing portion, a power supply unit, and acontrol valve portion.

In further preferred and non-limiting embodiments or aspects, the brakepipe control portion may include a primary passage network configured tointerconnect the brake pipe to a charging cut-off valve and an emergencyvent valve housed in the brake pipe control portion. The brake pipecontrol portion may include a control passage network configured tointerconnect the source of control pressure to cut-in, cut-out, release,application, and emergency solenoid valves used to cause operation ofthe charging cut-off valve and the emergency vent valve. The brake pipecontrol portion may include an equalizing reservoir control chamberincluding a diaphragm connected to a pneumatic exhaust valve and apneumatic supply valve. The pneumatic exhaust valve may be configured todecrease brake pipe pressure and the pneumatic supply valve may beconfigured to increase brake pipe pressure. The equalizing reservoircontrol chamber may be connected to an auxiliary passage that isconnected to an output of a movable pneumatic valve.

In further preferred and non-limiting embodiments or aspects, the brakepipe control portion may include a first charge solenoid valve includingan input configured to be connected to the source of control pressureand an output connected to the equalizing reservoir control chamber. Thefirst charge solenoid valve may be configured to: in an energized state,permit air flow into the equalizing reservoir control chamber; and, in ade-energized state, prevent air flow into the equalizing reservoircontrol chamber. The brake pipe control portion may include a first ventsolenoid valve including an input connected to the equalizing reservoircontrol chamber and an exhaust port connected to the movable pneumaticvalve. The first vent solenoid valve may be configured to: in anenergized state, prevent air flow out of the equalizing reservoircontrol chamber; and, in a de-energized state, permit air flow out ofthe equalizing reservoir control chamber and vent air to atmospherethrough the movable pneumatic valve. The brake pipe control portion mayinclude a regulator reducing valve configured to be connected to thesource of control pressure and configured to reduce pass-through airpressure from an input to an output of the regulator reducing valve.

In further preferred and non-limiting embodiments or aspects, the brakepipe control portion may include a second charge solenoid valveincluding an input connected to the regulator reducing valve and anoutput connected through a choke to a shared passage that connects tothe movable pneumatic valve. The second charge solenoid valve may beconfigured to, when energized, connect the source of control pressure tothe equalizing reservoir control chamber, causing the brake pipe toincrease in air pressure, which triggers a decrease in air pressure in abrake cylinder of the at least one brake. The second charge solenoidvalve may be configured to, when de-energized, block the source ofcontrol pressure from being connected to the equalizing reservoircontrol chamber. The brake pipe control portion may include a secondvent solenoid valve including an input connected to the shared passageand an exhaust port open to atmosphere. The second vent solenoid valvemay be configured to, when energized, prevent the equalizing reservoircontrol chamber from venting to atmosphere, which prevents the brakepipe from venting to atmosphere. The second vent solenoid valve may beconfigured to, when de-energized, cause the equalizing reservoir controlchamber to vent to atmosphere, causing the brake pipe to vent toatmosphere, which triggers an increase in air pressure in a brakecylinder of the at least one brake.

In further preferred and non-limiting embodiments or aspects, the brakepipe control portion may include an operating state control thatincludes the movable pneumatic valve. The operating state control may beconfigured to switch operation of the at least one locomotive between anormal operation mode and a backup operation mode in response to amechanical input by an operator of the at least one locomotive. Theoperating state control, in the backup operation mode, may be configuredto remove computer brake control of the brake pipe control portion;activate operation of the independent brake controller; enable operationof backup equalizing reservoir control valves, the backup valvesincluding the second charge solenoid valve and the second vent solenoidvalve; and communicate to at least one processor that the pneumaticoperating unit is operating in the backup operation mode. The movablepneumatic valve may be configured to move between two positions. Thefirst position may be an upper position representative of the normaloperation mode, in which the pneumatic connection between the first ventsolenoid valve and the movable pneumatic valve is open, the sharedpassage is blocked at an input of the movable pneumatic valve, and theauxiliary passage is blocked at an output of the movable pneumaticvalve. The second position may be a lower position representative of thebackup operation mode, in which the pneumatic connection between thefirst vent solenoid valve and the movable pneumatic valve is blocked andthe shared passage is connected to the auxiliary passage from the inputto the output of the movable pneumatic valve.

Other preferred and non-limiting embodiments or aspects of the presentinvention will be set forth in the following numbered clauses:

Clause 1: An automatic brake backup control system for a train equippedwith an electronic airbrake system and comprising at least onelocomotive, a brake pipe, a source of control pressure, and at least onebrake, the system comprising: a pneumatic operating unit comprising abrake pipe control portion, the brake pipe control portion comprising: aprimary passage network configured to interconnect the brake pipe to atleast one pneumatic charging valve and at least one pneumatic ventingvalve; a control passage network configured to interconnect the sourceof control pressure to at least one electronically controlled valve, thesource of control pressure configured to cause operation of the at leastone pneumatic charging valve and the at least one pneumatic ventingvalve; an equalizing reservoir control chamber configured to control airpressure of the brake pipe; a movable pneumatic valve configured to beconnected to the equalizing reservoir control chamber; a firstelectronically controlled charge valve of the at least oneelectronically controlled valve comprising an input configured to beconnected to the source of control pressure and an output connected tothe equalizing reservoir control chamber, the first electronicallycontrolled charge valve configured to: in a first state, permit air flowinto the equalizing reservoir control chamber; and, in a second state,prevent air flow into the equalizing reservoir control chamber; a firstelectronically controlled vent valve of the at least one electronicallycontrolled valve comprising an input connected to the equalizingreservoir control chamber and an exhaust port connected to the movablepneumatic valve, the first electronically controlled vent valveconfigured to: in a first state, prevent air flow out of the equalizingreservoir control chamber; and, in a second state, permit air flow outof the equalizing reservoir control chamber and vent air to atmospherethrough the movable pneumatic valve; a second electronically controlledcharge valve of the at least one electronically controlled valvecomprising an input connected to the source of control pressure and anoutput connected to the movable pneumatic valve; a second electronicallycontrolled vent valve of the at least one electronically controlledvalve comprising an input connected to the movable pneumatic valve andan exhaust port open to atmosphere; and an operating state controlconfigured to switch operation of the at least one locomotive between anormal operation mode and a backup operation mode in response to aninput by an operator of the at least one locomotive.

Clause 2: The system of clause 1, wherein the second electronicallycontrolled charge valve comprises an output connected to a sharedpassage that connects to the movable pneumatic valve, and the secondelectronically controlled vent valve comprises an input connected to theshared passage.

Clause 3: The system of clauses 1 or 2, wherein the at least onepneumatic charging valve and the at least one pneumatic venting valve isat least partially housed in the brake pipe control portion.

Clause 4: The system of any of clauses 1-3, wherein the equalizingreservoir control chamber is connected to an auxiliary passage that isconnected to an output of the movable pneumatic valve, the movablepneumatic valve being configured to move between two positions,comprising: a first position representative of the normal operationmode, in which a connection between the first electronically controlledvent valve and the movable pneumatic valve is open, the shared passageis blocked at an input of the movable pneumatic valve, and the auxiliarypassage is blocked at an output of the movable pneumatic valve; and asecond position representative of the backup operation mode, in whichthe connection between the first electronically controlled vent valveand the movable pneumatic valve is blocked and the shared passage isconnected to the auxiliary passage from the input to the output of themovable pneumatic valve.

Clause 5: The system of any of clauses 1-4, wherein the pneumaticoperating unit further comprises a brake cylinder control portionconfigured to control pressure in a brake cylinder of the at least onebrake.

Clause 6: The system of any of clauses 1-5, wherein the pneumaticoperating unit further comprises a brake cylinder equalizing portionconfigured to control operation of a brake cylinder equalizing pipe.

Clause 7: The system of any of clauses 1-6, wherein the pneumaticoperating unit further comprises a power supply unit configured toprovide power for operation of the at least one electronicallycontrolled valve.

Clause 8: The system of any of clauses 1-7, wherein the pneumaticoperating unit further comprises a control valve portion configured toprovide pneumatic backup brake cylinder control in response to changesin brake pipe pressure.

Clause 9: The system of any of clauses 1-8, further comprising at leastone controller unit positioned in or associated with a cab of the atleast one locomotive, the at least one controller unit comprising anindependent brake controller.

Clause 10: The system of any of clauses 1-9, wherein the independentbrake controller is configured to generate control signalsrepresentative of the following states: a vent state, indicative of anincreasing level of brake application; a lap state, indicative of aconstant level of brake application; and a charge state, indicative of adecreasing level of brake application.

Clause 11: The system of any of clauses 1-10, wherein the at least onelocomotive comprises a dual cab locomotive comprising a first cab with afirst controller unit of the at least one controller unit and a secondcab with a second controller unit of the at least one controller unit,and wherein the power supply unit comprises a backup control selectorconfigured to switch control of the system between the first controllerunit and the second controller unit.

Clause 12: The system of any of clauses 1-11, wherein a first controllerunit of the at least one controller unit and a second controller unit ofthe at least one controller unit are positioned on or associated with asame console of the at least one locomotive, and wherein the powersupply unit comprises a backup control selector configured to switchcontrol of the system between the first controller unit and the secondcontroller unit.

Clause 13: The system of any of clauses 1-12, wherein the vent statecontrol signal is configured to open the second electronicallycontrolled vent valve and close the second electronically controlledcharge valve, the lap state control signal is configured to close thesecond electronically controlled vent valve and the secondelectronically controlled charge valve, and the charge state controlsignal is configured to close the second electronically controlled ventvalve and open the second electronically controlled charge valve.

Clause 14: The system of any of clauses 1-13, wherein the secondelectronically controlled vent valve is configured to: when in a firststate, prevent the equalizing reservoir control chamber from venting toatmosphere, which prevents the brake pipe from venting to atmosphere;and when in a second state, cause the equalizing reservoir controlchamber to vent to atmosphere, causing the brake pipe to vent toatmosphere, which triggers an increase in air pressure in a brakecylinder of the at least one brake.

Clause 15: The system of any of clauses 1-14, wherein the secondelectronically controlled charge valve is configured to: when in a firststate, connect the source of control pressure to the equalizingreservoir control chamber, causing the brake pipe to increase in airpressure, which triggers a decrease in air pressure in a brake cylinderof the at least one brake; and when in a second state, block the sourceof control pressure from being connected to the equalizing reservoircontrol chamber.

Clause 16: The system of any of clauses 1-15, wherein the operatingstate control, in the backup operation mode, is configured to: removecomputer brake control of the brake pipe control portion; activateoperation of an independent brake controller; enable operation of thesecond electronically controlled charge valve and the secondelectronically controlled vent valve; and communicate to at least oneprocessor that the at least one locomotive is operating in the backupoperation mode.

Clause 17: The system of any of clauses 1-16, wherein the operatingstate control comprises the movable pneumatic valve.

Clause 18: The system of any of clauses 1-17, wherein the brake pipecontrol portion further comprises a regulator reducing valve configuredto be connected to the source of control pressure and reducepass-through air pressure from an input to an output of the regulatorreducing valve.

Clause 19: The system of any of clauses 1-18, wherein an input of theregulator reducing valve is connected to the source of control pressure,and an output of the regulator reducing valve is connected to an inputof the second electronically controlled charge valve.

Clause 20: An automatic brake backup control method for a train equippedwith an electronic airbrake system and comprising at least onelocomotive, at least one controller unit, a brake pipe, a source ofcontrol pressure, a brake pipe control portion comprising an equalizingreservoir control chamber for controlling air pressure of the brakepipe, and at least one brake, the method comprising: receiving a controlinput from an operator of the at least one locomotive, the control inputswitching an operating state of the at least one locomotive from anormal operation mode to a backup operation mode; removing computerbrake control of the brake pipe control portion; activating operation ofan independent brake controller of the at least one controller unit, theindependent brake controller configured to generate control signalsrepresentative of one of the following states: vent, lap, and charge;disabling operation of a pneumatic exhaust connection of a firstelectronically controlled vent valve configured to vent air from theequalizing reservoir control chamber; enabling operation of backupequalizing reservoir control valves, the backup valves comprising asecond electronically controlled charge valve and a secondelectronically controlled vent valve; and communicating to at least oneprocessor that the at least one locomotive is operating in the backupoperation mode.

Clause 21: The method of clause 20, further comprising: receiving a ventcontrol signal from the independent brake controller, in response toreceiving the vent control signal: opening the second electronicallycontrolled vent valve, causing the equalizing reservoir control chamberto vent to atmosphere, causing the brake pipe to vent to atmosphere, andtriggering an increase in air pressure in a brake cylinder of the atleast one brake; and closing the second electronically controlled chargevalve, blocking the source of control pressure from being connected tothe equalizing reservoir control chamber.

Clause 22: The method of clauses 20 or 21, further comprising: receivinga lap control signal from the independent brake controller, in responseto receiving the lap control signal: closing the second electronicallycontrolled vent valve, preventing the equalizing reservoir controlchamber from venting to atmosphere, preventing the brake pipe fromventing to atmosphere; and closing the second electronically controlledcharge valve, blocking the source of control pressure from beingconnected to the equalizing reservoir control chamber.

Clause 23: The method of any of clauses 20-22, further comprising:receiving a charge control signal from the independent brake controller;in response to receiving the charge control signal: closing the secondelectronically controlled vent valve, preventing the equalizingreservoir control chamber from venting to atmosphere, preventing thebrake pipe from venting to atmosphere; and opening the secondelectronically controlled charge valve, connecting the source of controlpressure to the equalizing reservoir control chamber, causing the brakepipe to increase in air pressure, and triggering a decrease in airpressure in a brake cylinder of the at least one brake.

These and other features and characteristics of the present invention,as well as the methods of operation and functions of the relatedelements of structures and the combination of parts and economies ofmanufacture, will become more apparent upon consideration of thefollowing description and the appended claims with reference to theaccompanying drawings, all of which form a part of this specification,wherein like reference numerals designate corresponding parts in thevarious figures. It is to be expressly understood, however, that thedrawings are for the purpose of illustration and description only andare not intended as a definition of the limits of the invention. As usedin the specification and the claims, the singular form of “a”, “an”, and“the” include plural referents unless the context clearly dictatesotherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of one embodiment or aspect of anautomatic brake backup control system, according to the principles ofthe present invention;

FIG. 2 is a schematic diagram of one embodiment or aspect of anautomatic brake backup control system, according to the principles ofthe present invention; and

FIG. 3 is a step diagram of an automatic brake backup control method,according to the principles of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

For purposes of the description hereinafter, the terms “upper”, “lower”,“right”, “left”, “vertical”, “horizontal”, “top”, “bottom”, “lateral”,“longitudinal” and derivatives thereof shall relate to the invention asit is oriented in the drawing figures. However, it is to be understoodthat the invention may assume various alternative variations and stepsequences, except where expressly specified to the contrary. It is alsoto be understood that the specific devices and process illustrated inthe attached drawings, and described in the following specification, aresimply exemplary embodiments of the invention. Hence, specificdimensions and other physical characteristics related to the embodimentsdisclosed herein are not to be considered as limiting.

As used herein, the terms “communication” and “communicate” refer to thereceipt, transmission, or transfer of one or more signals, messages,commands, or other type of data. For one unit or device to be incommunication with another unit or device means that the one unit ordevice is able to receive data from and/or transmit data to the otherunit or device. A communication may use a direct or indirect connection,and may be wired and/or wireless in nature. Additionally, two units ordevices may be in communication with each other even though the datatransmitted may be modified, processed, routed, etc., between the firstand second unit or device. For example, a first unit may be incommunication with a second unit even though the first unit passivelyreceives data, and does not actively transmit data to the second unit.As another example, a first unit may be in communication with a secondunit if an intermediary unit processes data from one unit and transmitsprocessed data to the second unit. It will be appreciated that numerousother arrangements are possible. Any known electronic communicationprotocols and/or algorithms may be used such as, for example, TCP/IP(including HTTP and other protocols), WLAN (including 802.11 and otherradio frequency-based protocols and methods), analog transmissions,Global System for Mobile Communications (GSM), and/or the like.

As used herein in relation to pneumatic systems, valves, and assemblies,the term “connection” refers to a “pneumatic connection,” and likewisefor “connect” and other variants of the term. A pneumatic connection isan arrangement of elements such that air is able to fluidly flow from afirst element to a second element. A connection between one element andanother may be direct, such as a valve output being directly connectedby its opening to a passageway or tube. A connection may also beindirect, such as a valve output being connected to the atmosphere byway of one or more passageways and/or valves. Additionally, two elementsmay be connected to each other even though the air flow may be changedin pressure, merged with another air flow, or split along differentchannels. It will be appreciated that numerous other arrangement arepossible.

With specific reference to FIG. 1, and in one preferred and non-limitingembodiment or aspect, provided is a schematic diagram of a brake backupcontrol system 100 according to the principles of the present invention.The system 100 includes a pneumatic operating unit, which is made up ofone or more pneumatic operating subunits, which are mechanicalassemblies of pneumatic valves, pneumatic tubes, electronicallycontrolled valves, and/or the like. The pneumatic operating subunits mayinclude, but are not limited to, a brake pipe control portion 202, abrake cylinder control portion 102, a control valve portion 104 (e.g., aWabtec MC-30 control valve portion), a brake cylinder equalizing portion106, or any combination thereof. The pneumatic operating subunits aredirectly or indirectly connected by one or more pneumatic connections107. The pneumatic connections 107 may be part of a pre-existingconfiguration of the train for which the system is installed. Thepneumatic connections 107 may include, but are not limited to, afiltered main reservoir (FMR) 108, a brake pipe (BP) 110, a brakecylinder equalizing pipe (BCE) 112, or any combination thereof. The FMR108 supplies filtered air from a main reservoir (MR) (not shown) and isconfigured to provide air pressure sufficient to operate pneumaticvalves within at least the brake cylinder control portion 102, the brakecylinder equalizing portion 106, and the brake pipe control portion 202.Either the FMR 108 or the MR may serve as sources of control pressurefor operating pneumatic valves within the system 100. The BP 110supplies pressurized air that is required by the brake control system tocharge various reservoirs and operate the brake control valves of eachrailcar in the train. The BP 110 is connected to at least the controlvalve portion 104 and the brake pipe control portion 202. The BCE 112connects at least the brake cylinder control portion 102 and the brakecylinder equalizing portion 106. A control air line 114, also called a16 pipe, may be used to connect the brake cylinder control portion 102and the control valve portion 104. The control valve portion 104 isconfigured to provide backup control of the brake cylinder controlportion 102 by altering control pressure in response to changes in BP110 pressure, which in turn is controlled by the brake pipe controlportion 202. It will be appreciated that other configurations arepossible.

With further reference to FIG. 1, and in a further preferred andnon-limiting embodiment or aspect, the system 100 includes backupequalizing reservoir controls 203 that are integral or adjacent to thebrake pipe control portion 202. A preferred arrangement of brake pipecontrol portion 202 and backup equalizing reservoir controls 203 isshown in detail in FIG. 2. Further, a preferred but non-limitingembodiment of a brake pipe control portion is described in U.S. Pat. No.6,017,098, which is incorporated herein by reference in its entirety.The backup equalizing reservoir controls 203 are configured to be cut in(enabled) to or cut out (disabled) from the brake pipe control portion202, i.e., connected to or disconnected from the pneumatic passagewaysof the brake pipe control portion 202 such that the backup equalizingreservoir controls 203 may either take over or relinquish the charge,lap, and vent control of the BP 110. An operator of the locomotive cancontrol whether the backup equalizing reservoir controls 203 are cut inor cut out by way of an operating state control 126, which may include amovable pneumatic valve, a limit switch, or other controller that maycontain a movable pneumatic valve. For example, the operating statecontrol 126 may be a movable pneumatic valve that is a mechanicalcontrol configured to move between two positions, such as an upperposition and a lower position, which are representative of a normaloperation mode and a backup operation mode, respectively. As theoperator moves the movable pneumatic valve from the upper position tothe lower position, the backup equalizing reservoir controls 203 wouldbe cut in to the brake pipe control portion 202. Likewise, as theoperator moves the movable pneumatic valve from the lower position tothe upper position, the backup equalizing reservoir controls 203 wouldbe cut out of the brake pipe control portion 202. It will be appreciatedthat other configurations or arrangements are possible.

With further reference to FIG. 1, and in a further preferred andnon-limiting embodiment or aspect, the system 100 includes a powersupply 116 that houses a backup cab selector control 122. The powersupply 116 may have backup wiring connected to the backup equalizingreservoir controls 203 and/or the brake pipe control portion 202. Thebackup cab selector control 122 may be mechanical or electronic, and itis configured to switch control of the backup equalizing reservoircontrols 203 between a first “A” controller 118 and a second “B”controller 120, which each may independently control the operation ofthe backup brake control system. The electronic connection between thepower supply 116 and the controllers 118, 120 may be direct or indirect.The A controller 118 and B controller 120 may be positioned on orassociated with the same control console in a locomotive cab.Alternatively, the A controller 118 may be positioned on or associatedwith one cab of a dual cab locomotive, and the B controller 120 may bepositioned or associated with another cab of a dual cab locomotive.Alternatively, the A controller 118 and B controller 120 may bepositioned on or associated with separate locomotives. It will beappreciated that other configurations or arrangements are possible.

With further reference to FIG. 1, and in a further preferred andnon-limiting embodiment or aspect, the control valve portion may includeor be associated with a train designation switch 124, which isconfigured to change the locomotive operation mode to represent thehauling of freight or passengers. For example, the train designationswitch 124, when set to the “passenger” configuration, may allow thelocomotive to apply the train's air brakes at a faster rate. Althoughmost locomotives are designated to haul freight cargo, the traindesignation switch 124 can reconfigure operation of the air brakes toallow an otherwise freight-configured locomotive to effectivelytransport passengers. It will be appreciated that other configurationsare possible.

With specific reference to FIG. 2, and in one preferred and non-limitingembodiment or aspect, provided is a schematic diagram of an arrangementof elements within a brake pipe control portion 202. The specificarrangement is provided as one known and preferred configuration, but itis not to be taken as limiting on the invention, and it will beappreciated that various other arrangements or configurations arepossible. The brake pipe control portion 202 includes a primary passagenetwork 204, which is designated by the darkened passageways, as shownin the key at the top left of the diagram. The primary passage network204 is configured to interconnect the brake pipe (not shown) to valvesand other components for increasing or decreasing the air pressure ofthe brake pipe. The brake pipe may be connected to the brake pipecontrol portion 202 by way of a brake pipe interface connection 206. Thebrake pipe control portion 202 also includes a control passage network208 configured to interconnect a source of control pressure to one ormore electronically controlled valves, the air pressure from the sourceof control pressure being used to cause operation of one or morepneumatically controlled valves, which are used to control the airpressure of at least the brake pipe. The control passage network 208 isdesignated by the undarkened passageways, as shown in the key at the topleft of the diagram. An example source of control pressure is the FMR,which may be connected to the brake pipe control portion 202 by an FMRinterface connection 210.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the brake pipe control portion 202includes a first electronically controlled charge valve (“1C valve”)212, such as a solenoid charge valve. The 1C valve 212 is configured tobe connected to the source of control pressure at an input of the 1Cvalve 212 and is configured to be connected to an equalizing reservoir(“ER”) control chamber 216 at an output of the 1C valve 212. The ERcontrol chamber 216 is connected to an ER pipe via an ER interfaceconnection 217. The connection of the 1C valve 212 to the ER controlchamber 216 may include a one-way check valve 214 to prevent backflowfrom the ER control chamber 216 into the 1C valve 212. The 1C valve 212is configured such that, in a first state or position, it permits airflow into the ER control chamber 216, and in a second state or position,it prevents air flow into the ER control chamber 216. The ER controlchamber 216 includes a diaphragm 218 that is physically connected to apneumatic exhaust valve 220 and a pneumatic supply valve 222 by a valvestem, the pneumatic valves 220, 222 being used to decrease or increasethe air pressure of the brake pipe. As air pressure increases in the ERcontrol chamber 216, the diaphragm 218 flexes outward against the valvestem. As the pressure exerted by the diaphragm 218 becomes greater thanthe brake pipe pressure exerted against the exhaust valve, the exhaustvalve 220 seats, and further, the supply valve 222 unseats, allowing airflow into the brake pipe. The increase in brake pipe pressure willdecrease service brake application. The ER control chamber 216 isfurther connected to a first electronically controlled vent valve (“1Vvalve”) 224, such as a solenoid vent valve, at an input of the 1V valve224. The 1V valve 224 has an exhaust port that may vent to atmosphere,and as depicted, the 1V valve 224 vents by way of an exhaust port 275 ina movable pneumatic valve 284. The 1V valve 224 is configured such that,in a first state or position, it prevents air flow out of the ER controlchamber 216, and in a second state or position, it permits air flow outof the ER control chamber 216, which may vent to atmosphere in normaloperation. As air pressure decreases in the ER control chamber 216, thediaphragm 218 contracts inward along the valve stem. As the pressureexerted by the diaphragm 218 becomes lesser than the brake pipe pressureexerted against the exhaust valve, the exhaust valve 220 unseats, andfurther, the supply valve 222 seats, allowing air flow out of the brakepipe. The decrease in brake pipe pressure will increase service brakeapplication.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the brake pipe control portion 202includes a cut-out valve 226 and a cut-in valve 228, which may beelectronically controlled, such as solenoid valves. The cut-out valve226 and the cut-in valve 228 are connected to the source of controlpressure by way of a control passageway connected to the FMR interfaceconnection 210. The cut-out valve 226 and the cut-in valve 228 are usedto change operation of the locomotive between a LEAD CUT-IN mode and aLEAD CUT-OUT mode, as selected by the locomotive operator. The LEADCUT-IN mode allows the operator to adjust brake pipe pressure via the ERcontrol chamber, which may be controlled by the 1C valve and the 1Vvalve. The LEAD CUT-OUT mode prevents the ER control chamber fromaffecting the brake pipe pressure. The cut-out valve 226 is connected toa charging cut-off valve 230 at a closing chamber 232 of the chargingcut-off valve 230. The cut-in valve 228 is connected to a double checkvalve 234 at a first inlet 236 of the double check valve 234. The doublecheck valve 234 also includes a second inlet 238 connected to the ventchamber 244 of the charging cut-off valve 230, and an outlet 240connected to the opening chamber 242 of the charging cut-off valve 230.The vent chamber 244 of the charging cut-off valve 230 is connected tothe brake pipe via a primary passageway connected to the brake pipeinterface connection 206.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, in a LEAD CUT-IN mode, a signal fromthe operator triggers the cut-in valve 228 to be opened and the cut-outvalve 226 to be closed. This permits air flow from the source of controlpressure to enter the first inlet 236 of the double check valve 234. Airflow from the brake pipe passes through the charging cut-off valve 230into the second inlet 238 of the double check valve 234, and the higherof the pressures between the first inlet 236 and the second inlet 238proceeds to cause air flow into the opening chamber 242 of the chargingcut-off valve 230. The closing chamber 232 of the charging cut-off valve230 is vented to atmosphere in the LEAD CUT-IN mode. With the pressurebeing higher in the opening chamber 242 than the closing chamber 232,the vent chamber 244 is connected to an intermediate chamber 246 betweenthe exhaust valve 220 and the supply valve 222. If the exhaust valve 220is unseated, which is caused by a comparatively higher brake pipepressure, the intermediate chamber 246 may vent to atmosphere through anexhaust port 248. If the exhaust valve 220 is seated and the supplyvalve 222 is unseated, air pressure from a source of control pressuremay flow back into the brake pipe. This source of control pressure mayenter through an opening in the brake pipe control portion 202, such asa main reservoir interface connection 250. Therefore, in LEAD CUT-INmode, the air pressure of the brake pipe can be manipulated by operationof the exhaust valve 220 and supply valve 222, which in turn arecontrolled by the ER control chamber 216, the 1C valve 212, and the 1Vvalve 224. Ultimately, an automatic brake controller (not shown) wouldbe able to adjust the pressure of the brake pipe by activating ordeactivating the 1C valve 212 and the 1V valve 224, in addition to anyemergency venting components.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, in a LEAD CUT-OUT mode, a signal fromthe operator triggers the cut-in valve 228 to be closed and the cut-outvalve 226 to be opened. This permits air flow from the cut-out valve 226into the closing chamber 232 of the charging cut-off valve 230, whichwould overcome the counter-pressure in the opening chamber 242. Theventing chamber 244 thereby becomes cut off from the intermediatechamber 246. Therefore, in LEAD CUT-IN mode, the air pressure of thebrake pipe cannot be manipulated by operation of the exhaust valve 220and supply valve 222. Ultimately, an automatic brake controller (notshown) would not be able to adjust the pressure of the brake pipe byactivating or deactivating the 1C valve 212 and the 1V valve 224, but itwould still be able to control any emergency venting components.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the brake pipe control portion 202may include one or more emergency control valves, such as a firstelectronically controlled emergency valve (“1E valve”) 252 and a secondelectronically controlled emergency valve (“2E valve”) 254, shown in theschematic diagram. Preferred electronically controlled valves aresolenoid valves, but other embodiments are possible. The emergencycontrol valves 252, 254 are connected at an input to a source of controlpressure, such as from the FMR interface connection 210. The emergencycontrol valves 252, 254 are connected at an output to an emergency ventvalve 256 at an opening chamber 258 of the emergency vent valve 256. Theemergency vent valve 256 is also connected to the brake pipe at a ventchamber 260. When one or more of the emergency control valves 252, 254receive an emergency brake application signal, such as from an automaticbrake controller, an independent brake controller, or a mechanicalinput, one or both of the emergency control valves 252, 254 are opened.When opened, the emergency control valves 252, 254 permit air flow fromthe source of control pressure into the opening chamber 258 of theemergency vent valve 256. This opens the emergency vent valve 256 andallows the brake pipe to vent to atmosphere through an emergency exhaustport 262, thereby triggering an emergency application of the train'sbrakes.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the brake pipe control portion 202may include one or more transducers for determining the air pressure ofits various pneumatic connections. These transducers may include, butare not limited to, a brake pipe transducer 264 for determining thepressure of the brake pipe, an equalizing reservoir transducer 266 fordetermining the pressure of the ER control chamber 216, and a mainreservoir transducer 268 for determining the pressure of the MR. Thebrake pipe control portion 202 may also include a differentialtransducer 270 for determining the pressure differential between a mainreservoir high port and a main reservoir low port in a locomotive withdistributed power capability. In a locomotive without distributed powercapability, the differential transducer 270 may be replaced by a gagetransducer to determine the main reservoir low port pressure, with themain reservoir high port reading being blanked.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the brake pipe control portion 202includes a set of elements shown in FIG. 1 identified as backupequalizing reservoir controls 203, along with their supportingcomponents. As shown in FIG. 2, these components are primarily aregulator reducing valve 272, backup ER control valves 274, 280, and amovable pneumatic valve 284, but it will be appreciated that otherconfigurations and arrangements are possible. Depicted is a regulatorreducing valve 272, which is connected to the source of controlpressure, such as by way of the FMR interface connection 210. Theregulator reducing valve 272 is configured to reduce pass-through airpressure from its input to its output, so that an unacceptably high airpressure from a source of control pressure does not overpressurize thebackup equalizing reservoir controls. The regulator reducing valve 272is connected at its output to the input of a second electronicallycontrolled charge valve (“2C valve”) 274, such as a solenoid chargevalve. The 2C valve 274 is configured to be blocked off in normaloperation and connected to the ER control chamber 216 in backupoperation mode. One example connection configuration is depicted,wherein an output of the 2C valve 274 is connected to a shared controlpassageway 278, by way of a choke 276. The shared passage 278 isconnected to an input of the movable pneumatic valve 284 and to an inputof a second electronically controlled vent valve (“2V valve”) 280, suchas a solenoid vent valve. The 2V valve 280 has an exhaust port 282configured to vent air pressure to atmosphere when connected to the ERcontrol chamber 216. At an output of the movable pneumatic valve 284 isan auxiliary control passageway 286 that connects the movable pneumaticvalve 284 to the ER control chamber 216.

With further reference to FIG. 2, and in a further preferred andnon-limiting embodiment or aspect, the movable pneumatic valve 284 alsoincludes a first barrier 288 at the input of the movable pneumatic valve284 and a second barrier 290 at the output of the movable pneumaticvalve 284, which are positioned to prevent air flow from the sharedpassage 278 to the auxiliary passage 286 during normal operation of thebrake pipe control portion 202. The movable pneumatic valve 284 alsoincludes an intermediate control passageway 292 that, when the movablepneumatic valve 284 is lowered from a first position to a secondposition representing backup operation mode, connects the shared passage278 to the auxiliary passage 286. In backup operation mode, the barriers288, 290 are removed from the input and output of the movable pneumaticvalve 284, allowing the intermediate passage 292 to connect the inputand output. Further, the movable pneumatic valve includes a thirdbarrier 294 that is not employed in normal operation mode, but when themovable pneumatic valve 284 is moved to the second positionrepresentative of the backup operation mode, the third barrier 294closes off the 1V valve 224 from venting to atmosphere through theexhaust port 275 of the movable pneumatic valve 284. It will beappreciated that there are various other arrangements and configurationsfor cutting out (i.e., disabling operation of) the primary controlvalves, 1C valve 212 and 1V valve 224, and cutting in (i.e., enablingoperation of) the backup control valves, 2C valve 274 and 2V valve 280.In the backup operation mode, both the 2C valve 274 and the 2V valve 280are connected to the ER control chamber 216 such that they canpressurize and depressurize, respectively, the ER control chamber 216.In this manner, should there be a problem or failure with the primarycontrol valves, the 2C valve 274 can replace the function of the 1Cvalve 212, and the 2V valve 280 can replace the function of the 1V valve224.

With specific reference to FIG. 3, provided is a step diagram of anautomatic brake backup control method, according to the principles ofthe present invention. At step 302, the system receives input from thelocomotive operator to switch the system from normal operation mode intobackup operation mode. At step 304, the system removes computerizedbrake control of the brake pipe control portion and, at step 306,activates operation of an independent brake controller to control backupequalizing reservoir controls. The independent controller may be one ofa number of viable controllers positioned on or associated with thetrain, and it may be selected by a backup cab selector control. At step308, the system cuts out the exhaust port connection of the 1V valve,preventing it from venting air from the ER control chamber toatmosphere. At step 310, the system cuts in backup equalizing reservoircontrol valves, namely, the 2C valve and the 2V valve, which areconnected to the ER control chamber to control its pressure. At step312, the system communicates that the locomotive is in backup operationmode. Once in backup operation mode, the system may act in response tocontrol signals received from the independent controller, at step 314,the control signals including vent, lap, and/or charge control signals.

With further reference to FIG. 3, and in a further preferrednon-limiting embodiment or aspect, if the system receives a vent controlsignal, it will open the 2V valve, at step 316, allowing the ER controlchamber to vent to atmosphere. Also, at step 318, it will close the 2Cvalve, preventing the source of control pressure from increasingpressure in the ER control chamber. Through steps 316 and 318, thepressure in the ER control chamber will drop, unseating the exhaustvalve, and causing the brake pipe to exhaust to atmosphere and drop inpressure. The drop in pressure in the brake pipe will increase serviceapplication of the train's brakes. If the system receives a lap controlsignal, it will close the 2V valve, at step 320, preventing the ERcontrol chamber from venting to atmosphere. Also, at step 322, it willclose the 2C valve, preventing the source of control pressure fromincreasing pressure in the ER control chamber. Through steps 320 and322, the pressure in the ER control chamber will remain static, allowingthe brake pipe pressure to equalize against the exhaust valve,preventing either air exhaust or supply to the brake pipe. The brakepipe consequently remains static in pressure, allowing the train'sbrakes to assume a lap state. If the system receives a charge controlsignal, it will close the 2V valve, at step 324, preventing the ERcontrol chamber from venting to atmosphere. Also, at step 326, it willopen the 2C valve, allowing the source of control pressure to increasepressure in the ER control chamber. Through steps 324 and 326, thepressure in the ER control chamber will increase, seating the exhaustvalve, unseating the supply valve, and causing the brake pipe toincrease in pressure. The increase in pressure in the brake pipe willdecrease service application of the train's brakes. It will beappreciated that any step of the method requiring a valve to “close” or“open” should be interpreted to encompass “remain closed” and “remainopen,” in circumstances where a valve is already closed or open. It willbe appreciated that other configurations or arrangements are possible.

Although the invention has been described in detail for the purpose ofillustration based on what is currently considered to be the mostpractical and preferred and non-limiting embodiments, it is to beunderstood that such detail is solely for that purpose and that theinvention is not limited to the disclosed embodiments, but, on thecontrary, is intended to cover modifications and equivalent arrangementsthat are within the spirit and scope of the appended claims. Forexample, it is to be understood that the present invention contemplatesthat, to the extent possible, one or more features of any embodiment canbe combined with one or more features of any other embodiment.

What is claimed is:
 1. An automatic brake backup control system for atrain equipped with an electronic airbrake system and comprising atleast one locomotive, a brake pipe, a source of control pressure, and atleast one brake, the system comprising: a pneumatic operating unitcomprising a brake pipe control portion, the brake pipe control portioncomprising: a primary passage network configured to interconnect thebrake pipe to at least one pneumatic charging valve and at least onepneumatic venting valve; a control passage network configured tointerconnect the source of control pressure to at least oneelectronically controlled valve, the source of control pressureconfigured to cause operation of the at least one pneumatic chargingvalve and the at least one pneumatic venting valve; an equalizingreservoir control chamber configured to control air pressure of thebrake pipe; a first electronically controlled charge valve of the atleast one electronically controlled valve comprising an input configuredto be connected to the source of control pressure and an outputconnected to the equalizing reservoir control chamber, the firstelectronically controlled charge valve configured to: in a first state,permit air flow into the equalizing reservoir control chamber; and, in asecond state, prevent air flow into the equalizing reservoir controlchamber; a first electronically controlled vent valve of the at leastone electronically controlled valve comprising an input connected to theequalizing reservoir control chamber and an exhaust port connected toatmosphere, the first electronically controlled vent valve configuredto: in a first state, prevent air flow out of the equalizing reservoircontrol chamber; and, in a second state, permit air flow out of theequalizing reservoir control chamber and vent air to atmosphere; asecond electronically controlled charge valve of the at least oneelectronically controlled valve comprising an input connected to thesource of control pressure and an output connected to the equalizingreservoir control chamber; a second electronically controlled vent valveof the at least one electronically controlled valve comprising an inputconnected to the equalizing reservoir control chamber and an exhaustport open to atmosphere; and an operating state control configured toswitch operation of the at least one locomotive between a normaloperation mode, wherein the first electronically controlled charge valveand the first electronically controlled vent valve are enabled, and abackup operation mode, wherein the second electronically controlledcharge valve and the second electronically controlled vent valve areenabled, in response to an input by an operator of the at least onelocomotive.
 2. The system of claim 1, wherein the second electronicallycontrolled charge valve comprises an output connected to a sharedpassage that connects to a movable pneumatic valve that is connected tothe equalizing reservoir control chamber, the second electronicallycontrolled vent valve comprises an input connected to the sharedpassage, and the first electronically controlled vent valve comprises anexhaust port connected to the movable pneumatic valve and configured tovent to atmosphere through the movable pneumatic valve.
 3. The system ofclaim 2, wherein the at least one pneumatic charging valve and the atleast one pneumatic venting valve is at least partially housed in thebrake pipe control portion.
 4. The system of claim 2, wherein theequalizing reservoir control chamber is connected to an auxiliarypassage that is connected to an output of the movable pneumatic valve,the movable pneumatic valve being configured to move between twopositions, comprising: a first position representative of the normaloperation mode, in which a connection between the first electronicallycontrolled vent valve and the movable pneumatic valve is open, theshared passage is blocked at an input of the movable pneumatic valve,and the auxiliary passage is blocked at an output of the movablepneumatic valve; and a second position representative of the backupoperation mode, in which the connection between the first electronicallycontrolled vent valve and the movable pneumatic valve is blocked and theshared passage is connected to the auxiliary passage from the input tothe output of the movable pneumatic valve.
 5. The system of claim 4,wherein the pneumatic operating unit further comprises a brake cylindercontrol portion configured to control pressure in a brake cylinder ofthe at least one brake.
 6. The system of claim 4, wherein the pneumaticoperating unit further comprises a brake cylinder equalizing portionconfigured to control operation of a brake cylinder equalizing pipe. 7.The system of claim 4, wherein the pneumatic operating unit furthercomprises a power supply unit configured to provide power for operationof the at least one electronically controlled valve.
 8. The system ofclaim 4, wherein the pneumatic operating unit further comprises acontrol valve portion configured to provide pneumatic backup brakecylinder control in response to changes in brake pipe pressure.
 9. Thesystem of claim 4, further comprising at least one controller unitpositioned in or associated with a cab of the at least one locomotive,the at least one controller unit comprising an independent brakecontroller.
 10. The system of claim 9, wherein the independent brakecontroller is configured to generate control signals representative ofthe following states: a vent state, indicative of an increasing level ofbrake application; a lap state, indicative of a constant level of brakeapplication; and a charge state, indicative of a decreasing level ofbrake application.
 11. The system of claim 10, wherein the at least onelocomotive comprises a dual cab locomotive comprising a first cab with afirst controller unit of the at least one controller unit and a secondcab with a second controller unit of the at least one controller unit,and wherein the power supply unit comprises a backup control selectorconfigured to switch control of the system between the first controllerunit and the second controller unit.
 12. The system of claim 10, whereina first controller unit of the at least one controller unit and a secondcontroller unit of the at least one controller unit are positioned on orassociated with a same console of the at least one locomotive, andwherein the power supply unit comprises a backup control selectorconfigured to switch control of the system between the first controllerunit and the second controller unit.
 13. The system of claim 10, whereina vent state control signal is configured to open the secondelectronically controlled vent valve and close the second electronicallycontrolled charge valve, a lap state control signal is configured toclose the second electronically controlled vent valve and the secondelectronically controlled charge valve, and a charge state controlsignal is configured to close the second electronically controlled ventvalve and open the second electronically controlled charge valve. 14.The system of claim 13, wherein the second electronically controlledvent valve is configured to: when in a first state, prevent theequalizing reservoir control chamber from venting to atmosphere, whichprevents the brake pipe from venting to atmosphere; and when in a secondstate, cause the equalizing reservoir control chamber to vent toatmosphere, causing the brake pipe to vent to atmosphere, which triggersan increase in air pressure in a brake cylinder of the at least onebrake.
 15. The system of claim 13, wherein the second electronicallycontrolled charge valve is configured to: when in a first state, connectthe source of control pressure to the equalizing reservoir controlchamber, causing the brake pipe to increase in air pressure, whichtriggers a decrease in air pressure in a brake cylinder of the at leastone brake; and when in a second state, block the source of controlpressure from being connected to the equalizing reservoir controlchamber.
 16. The system of claim 2, wherein the operating state control,in the backup operation mode, is configured to: remove computer brakecontrol of the brake pipe control portion; activate operation of anindependent brake controller; enable operation of the secondelectronically controlled charge valve and the second electronicallycontrolled vent valve; and communicate to at least one processor thatthe at least one locomotive is operating in the backup operation mode.17. The system of claim 16, wherein the operating state controlcomprises the movable pneumatic valve.
 18. The system of claim 1,wherein the brake pipe control portion further comprises a regulatorreducing valve configured to be connected to the source of controlpressure and reduce pass-through air pressure from an input to an outputof the regulator reducing valve.
 19. The system of claim 18, wherein aninput of the regulator reducing valve is connected to the source ofcontrol pressure, and an output of the regulator reducing valve isconnected to an input of the second electronically controlled chargevalve.
 20. An automatic brake backup control method for a train equippedwith an electronic airbrake system and comprising at least onelocomotive, at least one controller unit, a brake pipe, a source ofcontrol pressure, a brake pipe control portion comprising an equalizingreservoir control chamber for controlling air pressure of the brakepipe, and at least one brake, the method comprising: receiving a controlinput from an operator of the at least one locomotive, the control inputswitching an operating state of the at least one locomotive from anormal operation mode to a backup operation mode; removing computerbrake control of the brake pipe control portion; activating operation ofan independent brake controller of the at least one controller unit, theindependent brake controller configured to generate control signalsrepresentative of one of the following states: a vent state, indicativeof an increasing level of brake application; a lap state, indicative ofa constant level of brake application; and a charge state, indicative ofa decreasing level of brake application; disabling operation of apneumatic exhaust connection of a first electronically controlled ventvalve configured to vent air from the equalizing reservoir controlchamber; enabling operation of backup equalizing reservoir controlvalves, the backup valves comprising a second electronically controlledcharge valve and a second electronically controlled vent valve; andcommunicating to at least one processor that the at least one locomotiveis operating in the backup operation mode.
 21. The method of claim 20,further comprising: receiving a vent control signal from the independentbrake controller; in response to receiving the vent control signal:opening the second electronically controlled vent valve, causing theequalizing reservoir control chamber to vent to atmosphere, causing thebrake pipe to vent to atmosphere, and triggering an increase in airpressure in a brake cylinder of the at least one brake; and closing thesecond electronically controlled charge valve, blocking the source ofcontrol pressure from being connected to the equalizing reservoircontrol chamber.
 22. The method of claim 20, further comprising:receiving a lap control signal from the independent brake controller; inresponse to receiving the lap control signal: closing the secondelectronically controlled vent valve, preventing the equalizingreservoir control chamber from venting to atmosphere, preventing thebrake pipe from venting to atmosphere; and closing the secondelectronically controlled charge valve, blocking the source of controlpressure from being connected to the equalizing reservoir controlchamber.
 23. The method of claim 20, further comprising: receiving acharge control signal from the independent brake controller; in responseto receiving the charge control signal: closing the secondelectronically controlled vent valve, preventing the equalizingreservoir control chamber from venting to atmosphere, preventing thebrake pipe from venting to atmosphere; and opening the secondelectronically controlled charge valve, connecting the source of controlpressure to the equalizing reservoir control chamber, causing the brakepipe to increase in air pressure, and triggering a decrease in airpressure in a brake cylinder of the at least one brake.